Train-stopping apparatus.



W. PUHCELL.

TRAIN STOPPING APPARATUS.

APPLICATION FILED JULY 31. 1914;

1,139,136. Patented May 11, 1915.

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THE NORRIS RETERS CO1. PHOTO-LITHOH WASHINGTON. D. C.

WILLIAM PURCELL, OF HORNELL, NEW YORK.

TRAIN-STOPPING APPARATUS.

Specification of Letters Patent.

Patented May 11, 1915.

Application filed July 31, 1914. Serial No. 854,353.

To all whom it may concern:

Be it known that I, WILLIAM PURGELL, a citizen of the United States, residing at Hornell, in the county of Steuben and State of New York, have invented new and useful Improvements in Train-Stopping Apparatus, of which the following is a specification.

This invention relates to improvements in automatic train stopping apparatus and has particular application to signal controlled apparatus of this class, the present invention being in the nature of an improvement upon the apparatus disclosed in my allowed application for patent Serial No. 748,656, filed February 15, 1913, allowed February 11, 1914.

In carrying out the present invention, it is my purpose to improve and simplify the general construction of the apparatus disclosed in my former application and to provide apparatus wherein the car carried mechanism may be swung out of service position when necessary, as when the locomotive is entering a train shed or the like.

With the above and other objects in view, the invention consists in the construction, combination and arrangement of parts hereinafter set forth in and falling within the scope of the claims.

In the accompanying drawing: Figure 1 is a fragmentary end elevation of the locomotive and side elevation of an adjacent road signal showing the relative positions of the train carried mechanism and signal controlled mechanism of the apparatus. Fig. 2 is a cross sectional view on the line 22 of Fig. 1. Fig. 3 is a similar view on the line 33 of Fig. 1. Fig. 4 is a like view on the line 44 of'Fig. 1.

Referring now to the drawing in detail, 1 designates a steam driven locomotive designed to traverse a trackway, while B indicates an adjacent semaphore of the road signaling system, such semaphore embodying a standard 1 and a signal blade 2 pivoted upon the standard adjacent to the upper extremity thereof and capable of movement in the upper quadrant to designate danger and clear. Surrounding the standard 1 at a suitable distance below the signal blade 2 thereon and fixed to such standard is a collar 3 and pivoted upon the collar 3 and disposed in a plane transversely of the trackway is an arm 4 having the track end thereof equipped with a cross piece 5 and the opposite end provided with a counterweight 6 adjustable along the arm and designed to be held in adjusted position by means of a set screw 7. A clamping collar 8 encircles the standard 1 between the signal blade and the arm 4 and projecting rearwardly from such clamping collar is shank 9 having the rear extremity thereof equipped with an idle roller 10. A wire 11 or other flexible element has one end fastened to the signal blade 2 adjacent to the outer extremity thereof and the opposite end trained over the idle roller 10 and secured to the arm 4 adjacent to the cross piece 5 thereon as at 12. By means of this construction, it will be seen that when the signal blade 2 is actuated out of danger position a pull will be exerted upon the wire 11 thereby elevating the track end of the arm 4 and lowering the opposite end thereof with the effect to move the arm 4 to inactive position. On the other hand, when the signal blade drops to danger position the pull upon the wire 11 is released and the track end of the arm 4 gravitates to active or horizontal position, as illustrated in Fig. 1 of the drawing.

13 designates the brake pipe of the 1000-' motive, while 14 indicates a vertical air conducting pipe arranged within the cab of the engine adjacent to one side wall thereof and projecting through the bottom wall of the cab and the roof thereof. This pipe 14 is composed of an upper section 15 and the lower section 16 and the meeting ends of these sections are connected to each other by means of a ball and socket joint 17 whereby the upper section 15 will be permitted to rotate orrevolve relatively to the lower sec tion. Encircling the lower section is a supporting collar 18 fixed to the adjacent side wall of the cab as at 19 and provided with a set screw 20 adapted to clamp the sections 16 of the pipe 14 to maintain the latter against downward movement. The lower extremity of the section 16 of the air conducting pipe 14 is tapped into the brake pipe 13 by means of a flexible hose 21, while the upper extremity of the sections 15 of the air conducting pipe is equipped with a horizontal pipe section 22 arranged at right angles thereto and provided with a release valve 23 having a vertical stem 24 carrying an actuating arm 25 adapted to impact against the cross piece 5 when the locomotive runs by the danger signal.

Under normal conditions, the valve 23 is closed so that communication between the brake pipe 13 and the atmosphere is cut off. When, however, the locomotive runs by a signal set at danger the outer extremity of mg communlcation between the atmopshere and the brake pipe so that the pressure in the brake pipe will be reduced and the brakes applied.

In order that the upper section 15 of the pipe 14 may be revolved relatively to the lower section so that the pipe section 22 carrying the valve 28 may be swung from a position at right angles to the trackway to a position parallel therewith in order to avoid mutilation of such pipe section when the locomotive is entering a shed or the like, a clamping collar 26 encircles the section 15 of the pipe 14 within the cab and is provided with an outwardly projecting handle 27,

28 designates a supporting ring composed of two sections 29, 30 hinged together as at 31 to a bracket 32 carried by the adjacent wall of the cab and having the remaining extremities thereof detachably connected by means of a pin 33. This ring loosely encircles the section 15 of the pipe 14 so as to maintain such section coaxial with the section 16.. When it is desired to swing the pipe section 22 in service pressure is exerted upon the handle 27 to revolve the section 15 of the pipe 14. As the pipe section 15 r0- tates under the action of the handle 27, the latter moves into proximity to the adjacent. wall of the cab and parallel with such wall and fastenedto such wall of the cab is a latch 34 adapted to engage the handle 27 to maintain the pipe section 22. in service position.

When it is desired to lower the pipe 14 the set screw 20 is loosened and the clamping ring 28 opened thereby permitting the pipe 14 to be lowered to, the desired extent, the flexible hose 21 permitting movement of the pipe 14 relatively to the brake pipe.

From the foregoing description taken in connection with the accompanying drawing, the construction, mode of operation and manner of employing my invention will be.

readily apparent.

It will be seen that I have provided an automatic train stop whereby the air brakes will be applied to the train in the event of the latter running by a danger signal and wherein the cab mechanism may be thrown out of service position when desired.

I claim:

1. In train stopping apparatus, the combination with the brake pipe, of a vertical air conducting pipe comprising upper and lower axially alining sections connected to each other at the meeting ends thereof for relative movement, a horizontal pipe section connected to the upper end of said air conducting pipe, a valve carried by said last section and normally closed, means for opening said valve to establish communication between said pipe and the atmosphere, a handle on the upper pipe section of said air conducting pipe whereby said section may be rotated relatively to the lower section to swing the valve to inactive position, means holding said upper pipe section against movement to active position, and a connection between the lower end of said air conducting pipe and said brake pipe.

2. In train stopping apparatus, the combination with the brake pipe, of a vertical air conducting pipe comprising upper and lower axially alining sections connected to each other at the meeting ends thereof for relative movement, a horizontal pipe section connected to the upper end of said air conducting pipe, a valve carried by said last section and normally closed, means for opening said valve. to establish communication between said pipe and the atmosphere, a handle on the upper pipe section of said air conducting pipe whereby. said section may be rotated relatively to the lower section to swing the valve to inactive position, means holding said upper pipe section against movement to active position, a flexible connection between said air conducting pipe and said brake pipe, and means sup porting said air conducting pipe and permitting vertical sliding movement thereof.

In testimony whereof I aflix my signature in presence of two witnesses.

WILLIAM PURCELL.

Witnesses:

JOSEPH F. LEAHY, M. J. HovnKrN.

Copies of this patent may be obtained for five cents each, by addressing the dommissioner of Patents, Washington, D. Q."- 

